Two cycle internal-combustion engine.



T. H. HABEHKORN. TWO (:YQLE INTERNAL (H'FMBUSTION ENGINE.

APPLICATION IXLYI" [113.1% 15103 Patented Sept. 26, 193 1.

2 SHEETS-SHEET 1.

eas'exi: J?

T. H. HABBRKORN.

IWU CYCLE INTERNAL COMBUSTION ENGINE.

APPLI A'IIOI HU 1138.19. 1909.

Patented Sept. 26, 1911.

2 SHEETS-SHEET 2 l I I 1 & 5 j g t I) '11 [7/61 22 1 22 20 20 I 2o 23 23 ,g /Z3 i 6 i 3: Hr

' orneyx" THEODORE H. HABERKORN,

PATENT OFFICE.

or roar WAYNE, inpmmi.

TWO-CYCLE INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Application filed February 19 1909.

Patented Sept. 26, 1911.

Serial No. 41 8930.

To a l whom it may concern:

Be it known that I, 'lunormnn H. Hanna-- noun, a citizen of the United States of America, residing at Fort W'ayne, in the county of Allen and State of lndiana, have invented certain new and useful Improvements in Two-Cycle lnternal-Combustion En ines; and I hereby declare the following to e a full clear, and exact description of the invention, such as will enable others skilled in the art to which it pertains to make and use the same.

This invention relates to improvements, in two-cycle internal combustion engines wherein durin the driving or working stroke of the piston o the engine, resulting from the expansive force or impactagainst the face of the piston by the explosion and consequcnt expansioirot' the combustible and explosive fluid or fuel compressed within the chamber of the cylinder in front of the face of the piston, the resulting burned or spent gases or products of combustion are to be exhausted from the said chamber near the end of but hfore the completion of the said piston-stroke.

()no object of this invention is to retain the advantages of a piston having a flat face arranged at a right angle to the cylinderchamber endwise of which the piston ,reciprocates during the operation'ot' the engine and yet permit the cylinder-clnnnbcr to exhaust through the piston centrally of the said face.

Another object is to provide the piston intcriorly with an exhaust-port which commu nicates with the cylimlcr-chamber in front of the face'of the piston at a point substantially centrally of the flat face of the piston and which is arranged to communicate with an exhaust-port with which the cylinder is provided, near the end but before the completion of the driving or working stroke of the piston so that the cylinderchamher is reliably and satisfactorily exhanstedwith grcat' facility during the said piston-stroke.

Another object is to su tible and explosive fluid or uelto the cylindcr chamber at and circumferentially of the face of the pistan'und approximately wholly around the said face to cause the said fuel to materially participate-in uniformly coolin the piston and cylinder circumferentifily of the iston.

Anhther 0 ject is to provide the piston pply the combusnext adjacent the face of the piston and in its g ieriphcry with one or more ports which extend cit-cumferentially of the piston and open intothc cylin ler-chamher at and circumfcrcntiall of the face of the piston, and to provide toe cylinder with ports which communicate at their receiving ends ;with the fuel-supply chamber in which the combustible and ex ilosive fluid or fuel is compressed during 1e driving or working stroke municate at their discharging e ds with the said port or ports in the piston at nnd'gs'oma the piston but? after the c finder-chamber has begun to exhaust throng 1 the piston during the said piston-stroke, so that fresh fuel will near and at the end of the said pistonstroke be discharged through the said cylinder-ports and through the said piston-ports into the cylinder-chamber in front piston and circtunferentially of the surrounding wall. of the cylinder-chamber not unlike the flow of steam in operating a steam-whistle, and thereby operate to force the burned or spent gases or products of tier-chamber through the exhaust-ports in the piston and cylinder.

Another object is to allow the larger portion of the burned or spent gases or products of combustion to esca e from the cylinderchamber before the cy inder-chamher is supplied in front of the piston with a fresh charge of combustible or explosive fluid or fuel during the driving or working stroke of the piston.

Another object is to clean the walls of the cylinder-chamber by a proper dischar e of a fresh'charge of combustible and exp osive fluid or fuel into the said chamber during each driving or working stroke of the piston and to carry oil or lubricant with the said charge. into the said chamber to lubricate the said walls.

Another object is to avoid mixing of the fluid or fuel with the burned or spent gases or products of combustion during the driving or working stroke of the piston.

Another object is to make an engine of the character indicated which is simple and durable in construction and reliable in its operation.

'ith these objects in view, and to the end of realizing other advantages hereinafter of the piston and are arranged to com what before the end of the stud stroke. of

of the combustion still remaining in the said cylin-' fresh charge of combustible and explosiveappearing, this invention consists in certain features of construction, and conllnnations of parts, hereinafter described, pointed out in the claims and illustrated in the tU'UUIllpanying drawings.

In the said drawings, Figure l is a sub stantially central section of an engine tun-- bodying my invention. Fig. 52 is a trans verse section on line *2--2, Fig. 1, looking in the direction indicated by the, arrow. Fig. 3 is a section on line 3- 3, l i 1, looking in the direction indicated by t e arrow, but in Fig. 3 the piston of the engine is shown in position at the completion of its driving or working stroke, whereas in Fig. l the pisston is shown in position for be inning its said stroke. Fig. 4 is a sectiona view of a portion of the cylinder and the piston of the en inc and illustrates the exhausting of the cy inder-chamber in advance of the discharge of a fresh charge of combustible and explosive fluid or fuel into the said chamber in front of the piston during the driving or working stroke of the iston.

Referring to-the said drawings, A indicates the engine-shaft which is'arranged horizontally and has bearin in two boxes I) and 1) formed on or rigi with opposite side walls res ectively o a case B which forms a cham er C whose lower portion is employed for holding oil or lubricant (not shown) for lubricating purposes. The enine illustrated is arranged upright, and the s aft A is provided within the ciamber C with a crank at whose sweep is surrounded by 'the said chamber.

E i'ndicates the piston-rod or pitinan which establishes operative connection between the crank a. and the piston G of the engine, which iston is arranged within and adapted to reciprocate endwise of the chamher It formed by and internally of the cylinder H of the engine, which cylinder is shown mounted on and secured to the upper end of the case B. It will he observed therefore that in'the en ineillustrated the cylinder H is arrange substantially vertically and extends upwardly from the case B, and

that the en inc-shaft is arranged a suitable distance be ow the piston. The pitman E has its lower end loosely embracing the wrist of the crank of the shaft and has its upper end loosely embracing the pin e which pivots the piston-rod to the piston, which pin is arranged parallel with the shaft.

The case B is provided at its upper end and at one side of the adjacent end of the cylinder I-I see Fig. 1) with a valve-casing I which is attached to the case B in any approved manner and has an internal 'passageway 12 which communicates at its (llS- charging end. with the chamber C, and at its opposite and receiving end communicates with a pipe J for supplying combustible and explosive gas, vapor or other ucrit'orin fuel. through the passageway 12 to the chamber (,3 which constitutes the furl-suppli chamber for the crlimleiwlnnnlwr I and whence fuel is supplied to lllt' eyliiuler-i-luimher in front of the piston and there exploded at the proper time to produce lhe required cx puusive force or impact against the said fare and result in the driving of the piston.

'lhe valve'casing l is provi led centrally between the ends of its passageway 12 with an upwardly flaring valvwseat 13 which forms the central portion of the surrounding wall of the passageway and is arranged to be engaged by a HllCllOll-VillYC K, and a suitably applied spiral spring L is confined over and engages the upper end of the valve and acts to retain the latter in its closed position.

Obviously during the movement of the piston farther from the shaft to compress a charge of fresh combustible and explosive fluid or fuel supplied to the cylinder-chamber in front of the face of the piston suction is created within the fuel-supply chamber C, resulting in the creation of suction within the passageway 12 in the valve'casing and in the opening of the valve K against the action of the spring L, and the body of'coin- .bustible and explosive fluid or fuel in the said fuel-supply chamber is compressed during the drivin r or working movement of the piston lOWtllt the shaft by the impact against the face. of the piston upon the ignition and explosion of a coin ressed charge of fresh fuel within the cy inderchamber in front of the said face.

The cylinder H is irovided at its upper extremity andccntrally,-that is, at its eittremity in front of the face of the piston,- with an i nition device, such, for instance as a spar (-plug m, whereby a charge oi fresh fuel supplied to the cylinder-chamber in front of the piston is, upon being cornpressed during the forward stroke of the piston, ignited and exploded at the proper time. Suitable ignition devices for internal combustion engines are however too well known in the art torequire illustration and description in this specification. I would also remark that the piston G has a fiat face arran ed in the usual manner at a right an le tot a cylinder.

highly meritorious feature of my invention consists in the provision of means whereby the burned or spent ucts of combustion resultin losion of a fresh charge'of uel compressed see or prodin t e cylinder-chamber by and in front of rom the exthe 'face of the piston are exhausted from the said chamber: to the exterior of the cylinder through the piston during the driving or working stroke of the piston, said means comprising an opening 16 which is formed in t ie front of the piston at and centrallyof the face of the piston and communicates wiiht-he cylinder-chamber at the said face. The opening 16 is in communication with the inner ends of two exhaust-ports which are former in the front of the piston between the ends of the piston and in suitable proximity to the face of thcv piston. The exhaust-ports. 15 are substantially par allel with the fiat face of the piston and extend transversely of the piston from the openin 16 to diametrically opposite points respectnwly on the periphery or exterior of the piston. The exhaust-ports are arranged in line endwise and a suitable distance from the face of the piston and cmnmunicate through the opening 16 with the cylinderchamber in front of the said face. The exhaust-ports 15 are arranged to begin to communicate with the exhaust-ports 17 formed in the cylinder as shown in Fig. 4, when the piston during its driving or work ing stroke nears the end of the said stroke, and the piston-ports 15 are in full communication with the cylinder-ports 17 when the .iston is at the end of the said stroke as s own in Fig. 3. That is, the cylinder is provided between the face of the piston an the case B and a suitable distance from the said face with two exhausbports 17 and 17 whichare formed in opposite sides respectively of the cylinder and communicate at their outer ends with the external atmoshere or with ipes (not shown) for conacting fluid discharged through the ex beast-ports to any desired place, and the said ports are arran ed to communicate at their inner ends wit piston-ports 15 and at the periphery of the piston-ports as soon as the piston during its driving or working stroke nears the end of the stroke. Obviously therefore the burned or spent gases or products of combustion resulting from the explosion of a fresh charge of compressed fuel in the cylinderharnber in front of the piston when the piston is in position at or substantially at the beginning of its drivin or workin stroke escape during the sai stroke of tie piston at a point centrally of the face of and throu h the piston as soon as the piston-ports 15 uring the said pistonstroke come into communication with the exhaust'ports 17 of the cylinder.

llnother feature involved in my invention and not of less importance than mv improved means for exhausting the cylinderchamber through the piston consists in the improved means employed for conducting a fresh char e ofcombustible and explosive fluid "01" el to the cylinder-chamber in front of the piston from the fuel-supply cha tber C which, as already indicated, is kept mp ied with fresh fuel during the operation of the engine. My improved means-for conducting a. fresh charge of fuel fremithefuel-supply chamber C to the cyl- Gfi index-chamber in front of the r on prefer.-

ports ,inder insures a proper ably comprise two ports 20 and 20 formed in one circum f rcntially of the piston at the'face of the piston and arranged at opposite sides respectively of the piston which ports open into and ther fore continuously communirate with the crlindccclmmber in from, of the piston and re arranged to communicate at. and just before the 0nd of the driving or workingstroke of the piston with fuel-conducting ports which are formed in and longitudinally of the cylinder and extend at their discharging ends to the interior of the cylinder and con'lu'nmicute at their op positc ends with the lilitl|,i[ i[3l chamber G The fuel-conductiug cylinder-ports 23 are spaced equidistantly circumfercntially of the cylinder and discharge into the fueleonductiu'g piston-ports 20 as the latter during but near the end of the driving or working stroke of the piston come into communication with the said cylinder-ports, and ohviously during the compression of the body of fresh fuel in the fuel-supply chamber (3 by the piston during the said piston-stroke a charge of fresh fuel, as soon as the pistonports 20 communicate with the cylinder- 23 during the said piston-stroke,'is

fo'rced from within the said chamber through the said cylinder-ports and through the said piston-ports into the cylinderchamber in front of the piston, and the fuel thus discharged forward of the piston by the said pistoirports is by the latter distributed circumferent-ially of the face of the piston next the surrounding wall of the cylinderchamher. it will he observed that the spine ing of the fuehconducting cylinder-ports 23 equidistantly circumferentially of the cyldistribution of fuel by the said ports to the iston-ports 20. The forward portion of each piston-port 20 has a laterally and outwardly facin side wall 22 which is arranged substantia y parallel with the line of movement of the piston so that the fuel discharged from the said orts passes along the surrounding wall 0 the cylinder-chamber in front of the piston to or toward the piston-facing end wall of the said chamber as indicated by the arrows 26 in Fig. 3 and thence inwardly toward the center of the cylinder-chamber as indicated by the arrows 27 in the said figure and behind and forces burned or spent gases or products of combustion stillremaining in the cylinder-chamber out through the exhaust-ports of the piston and cylinder and keeps the said walls of the said chamber in a. clean condition. Preferably each pistonport 20 is enlarged inwardly at the inner end of its wall 22 toward the center of the piston, and the said enlarged portion of the said port has an outwardly facing side wall 24 sloping laterally outwardly and toward;

the wall 22 of the port.

By the construction hereinbefore deder; an Pxhansbport 'i oruwtl in the piston and cxtcndintrj ililll it'iriLtly of thc piston lictween diamcatic-ail; oppositr points on thrextcrior of the ttlhihll. said exhaust-port hein arranged S|tl 'ltthltilll parallel with the said fare and opcning into the cylinder chamber centrally of the said lace; means whereby the said exhaust-port commonicatcs with the external atmosphere during but near the end of each driving or working stroke of the piston, and imam whereby a charge of fresh fuel during but near the end of the said piston-stroke is begun to he supplied to the cylindcr-c'lminim :it tho face of the piston.

3. In a ttvocyclc internal combustion engine, an internally clunnbercd cylinder, :1 piston arran cd within and adapted to re ciprocate en wise of the cyiinder-chamber, a. shaft opcrativcly connected with tho piston, means whereby the cylindcnchamber in front of the piston exhausts tl'irongh the piston during but near the end of the drivmg or working strotzc of the piston, two fuel-comlucting ports formcd in the periphcry and extcnding circumferentially of the piston at opposite sides respectively of the piston, which ports open into and are arranged to discharge into the cylinderchanther at and circumfcrcntially of the face of the piston; ports formed in and longitudi nally of the rlindcr at points spaced circumferential] of the cylinder and having their discharging ends arranged to communicate with the fuel-conducting ports in the piston at. the end of the aforesaid stroke of the piston. said cylinder-ports having their said ends closed by the piston during the said piston-stroke until the piston nears the end of the said stroke, and a suitably charged fuel-supply chamber communicating with the said cy' -ulcr-ports and arranged to have the fuel therein compressed by the piston during the aforesaid stroke of the piston.

4. In a two-cycle inti-rnal combustion cnginc, an internally chambered cylinder; a piston arranged within and adapted to reciprocate cndwisc of the cylinder-12in: her; a shaftopcratircly connected with the piston: means whereby the cylinder-chamber in with the fiiel-conduct.ingtports in the piston at the end of the aforesal stroke of the piston. said cylinder-ports having their said ends closed by the piston during the said pistozrstroke until the piston nears the end of thc said stroke, and a suitably charged 'tut-Lsupply chamber communicating with the said cylinder-ports and arranged to have the fuel therein compressed by the piston during the aforesaid stroke of the piston.

In a two-cycle internal combustion engine, an internally chambered cylinder; a piston arranged within and adapted to reciprocate endwise of the cylinder-chamber; a shaft operatively connected with the pisston; fuel-conducting ports formed in the periphery and extending circumfercntially of the-piston and opening into the cylinderchamber at and circnmferentially of the face of the piston, the forward portions of the said ports having laterally and outwardly facing side walls which are substantially parallel with the line of movement of the piston; fuel-conducting ports formed in the cylinder and arranged to discharge into the atorcsaid piston-port's at the end of the driving or working stroke of the piston, said cylinder-ports having their discharging ends closed by the piston during the said pistonstroke until the piston nears the end of its said stroke; a suitably charged fuel-supply chamber communicating with the said cylinder-ports and arranged to have the fuel therein compressed by the piston during the said stroke of the piston, and means whereby expanded products of combustion resulting from the explosion of a charge of fuel compressed by and in front of the face of the piston during the opposite stroke of the piston lire exhausted through the piston during the next driving or working stroke of the piston.

' 6. In a two-cycle internal combustion engine, an internally hambered cylinder; a piston arranged within and adapted to reciprocate endwise of thecylinder-chamher;

a shaft operatively connected with the piston; fuel-conducting ports formed in the periphery and extending circumferentially of the piston, and opening into the cylinderchainber at and circumferentially of the face of the piston, the forward portions of the said ports having laterally and outwardly facing side walls which are substantially parallel with the line of movement, of the piston, said ports being enlarged at the inner ends of the said alls inwardly toward the center of the piston and the enlarged pun tions of the ports having laterally and out wardly facing side walls which slope laterally outwardly and toward the face ef the piston and connect with the first-mentioned walls; fuel-conducting ports furmed in the cylinder and arranged to discharge iniu the aforesaid pistoirports at. the end oi the \h'iring; or Working stroke of the piston, said 15 eylinder-ports having their disuliai'giiig ends closed by the piston during the said pistonstroke until the piston nears the 0nd ef its I said stroke; a suitably charged fuel-suplply chamber communicating with the said cy inder-ports and arranged to have the fuel therein emnpressed by the piston during the said piston-stroke, and exhaust-ports arranged to exhaustthe cylinder-chamber during the said piston-stroke but in advanee of the discharge of fresh fuel through the aforesaid. pistowports during the said pistonstroke.

In testimony whereof, I sign the foregoing specification, in the presence of two wit-- HUSSQS.

THEODORE H. HABERKORN. Witnesses v ALLEN J. VESE Lucy Urson. 

